Locomotive engine



Dec. 7 1926. I 1,609,833

- J. ROBSON LOGOMOTIVE ENGINE I Filed De 12, 1921 8 Sheets-Sheet 1 INVENTOR. Jo522 Boise/z ATTORNEY-5' Dec. 7 1926.

J. RoBsoN LOCOMOTIVE ENGINE 8 Sheets-Sheet 2 Filed Dec 12, 1921 m O ME Z J A TTORNEYS Dec. 7 1926. 1,609,833

J. RoBsoN LOCOMOTIVE ENGINE Filed Dec. 12. 1921 8 Sheets-Sheet 5 INVENTOR. (fa/Z72 ifason A TTORNEYS Dec, '7 1926.

J. ROBSON LOCOMOTIVE ENGINE Filed Dec. 12, 1921 8 Sheets-Sheet 4- INVENTOR. Jada Zahara A TTORNEYS Dec. 7 19260 J. ROBSQN LOCOMOTIVE ENGINE Filed Dec. 12, 1921 8 Sheets-Sheet 5 ATTORNEY.5

1,609,833 J. ROBSON LOCOMOTIVE ENGINE Dec 7 1925 Filed Dec. 12, 1921 8 sheets-Sneak Em 11 46 7.74" ///llfl4 39 I F if, INVENTOR. j/z J01 25mm ATTORNEYS J. ROBSON LOCOMOTIVE ENGINE Filed Dc. 12, 1921 8 Sheets-Sheet 7 BY 0%, M K

A TTORNEYSI Dec 7 5 13 926. LSQQEEB J. ROBSON LOCOMOTIVE ENGINE Filed Dec 12. 1921 8 Sheets-Sheet 8 A TTORNEYJ.

Patented Dec. 7', 1926.

mural STATES 1,609,833; PATENT- oFrrcE. ,1

JOHN RQBSON, OF WATER-BURY, CONNEGTICUT, ASSIGNOR TO UNIVERSAL ENGINEER- ING- GORPORATION, F MONTREAL, QUEBEC, CANADA, A CORPORATION OF CANADA.

nocomorrvn ENGINE.

a pucanmfiiea December 12. 1921. Serial 7N0.- 521,570.

My invention relates to railroad engines, and has for its object to provide a locomotive adapted particularly for shunting work, and very flexible in its operation, particularly in regard to change and control of speed. It has been my aim to devise aneiiicient and compact engine of this character, which. will be driven by an internal combustion motor, and various features of my in- W vention relate to means by which the operation of'such motor will be rendered very reliable, and the speed of thelocomotive adjusted readily. Qther features and advantages of my invention will be explained in the detailed description following hereinafter, and the novelty will be defined in the appended claims. It will be understood that certain features of my invention, as will appear from the said claims, are novel broadly, thatis to say, irrespectiveoftheir use in conjunction with other=features of the invention not mentioned in these partic ular broad claims.

. A. satisfactory and preferred embodiment of this invention is shown, by way of-exam- 'ple, in the accompanying drawings,'in which Fig.- 1 is a side elevation of such shunting locomotive; with the body in section lar ely.

along one of the side walls as indicate at 1-1 in Fig. 2, but partly along the long1-' tudinal center of the engine; Fig. 2 shows,

upon an enlarged 'scale,-a plan view of the rear end of the locomotive, with parts in section substantially on the line 2 2 of Fig. 1; Fig.3 is a plan view of a portion of the lecomotive immediately in front of the one shown in Fig. 2, with the body omitted and with parts in section on the line of Fig. 1; Fig. 4 is a detail showing gcrtain parts in horizontal section on the line 44 of Fig. 6; Fig. 5 is a detail plan view partly in section on the line 5-5 of Fig. 1; Fig.

6 is an elevation .with parts'in section onv line of Fig. 4; Fig. 7 is in its lower portion, an elevation of part of the locomotive, looking forward, and. in its upper por- "tion a sectionsubstantially on the line 7- -7 of Fig. 3; Fig 8 is a detail vertical section substantially on the. line 88 of Fig. 3; Fig. 9. is .a horizontal section through the parts shownin Fig.8 but represents these partsin 'a. different position; Fig. 10 is-a partial vertical section on'the line 10-10 of -Fi'g. 3 Fig. 11 is a vertical. section on the 1 line 11 1 1 lif'Fig.10 Figs. 12 and 13 are vertical sections on the lines 12-12 and 13-13 respectively of Fig. 11; Fig. 14 is a plan view of certaln parts near the front end ofthe locomotive, witha gear case cover omitted and parts in horizontal SBCtiOILOIIQ the line 14-14 of Fig. 15, the latter being a vertical section substantially on the line 1515 of Fig.14; Fig. 16 shows upon an enlarged scale, in plan view, parts of a start ing mechanism located at the rear end of the locomotive; Fig,.. 17 is a vertical section substantially on the line 1717 of Fig. 16; Fig. 18 is a vertical section substantially on the line 1818 of Fig. 3; and Fig. 19 is a. partial rear end elevation o f, the locomotive. I

'lhe shunting locomotive-illustrated by the accompanying drawings comprises wheels 25 of usual character adapted to run' on the rails 26, and a frame or body 27 suitably supported on the axles- 28, 29. The front axle 28 is driven by a gasoline engine,

as described below, and the front Wheels are held to turn with said axle. The rear wheels (which, are rigid on the rear axle 29, although this is not 'essential) are driven from the-front'wheels by means of connecting rods 30 extending'f rom cranks 31 on the front axle 28 to cranks 32 held to turn with the rear wheels. i Y

' At the rear portion of the locomotive, I have shown the gasolineengine 33, of any suitable construction,which furnishes the engine shaft 34, are journaled in a housing 39. I thus obtain the requisite speed reduction between the engine shaft 34 and the 10p shafts38. v p I Aspecialconst'ruction for the proper lubrication of the shaft 34 in the housing 39' is shown inFigsi 11', 12, and 13. At. each side of the pinion '36; the shaft'34'runs in bearin sleeves orbrasses made in sections 40, 41 an held against longitudinal movement and against rotation, for instahce by pins 42 extending through holes in the cap 43 and into sockets in the upper sections 41. The upper portion of the shaft 34 engages loosely rings 44 of considerably larger diameter than said shaft (Fig. 12), and the brasses, particularly their upper sections 40, are provided with suitable slots' or openings 45 to enable said rings to hang in a position eccentric to the shaft, while at the same time preventing movement of said rings lengthwise of the shaft. The lower portions of said rings 44 hang within recesses 46 formed in the lower portions 39' of the bearings. The rings 44 pick up and distribute oil as they are given a rolling motion by contact with the rotating shaft. The recesses 46 on the same side of the pinion 36 communicate with each other by a longitudinal duct 47 arranged at the bottom of said recesses. The outermost recesses 46 are also in communication, by longitudinal ducts 48, with annular chambers 49 at the outer ends of the bearings. These chambers together with the ducts 47, 48, re.- cesses 46, and slots 45 form oil chambers to whicha lubricant is supplied through openings 50, shown in registry with two of the slots 45. Generally, the openings 50 are threaded for connection with pipes leading to two of the oil cups indicated at 51 in Fig. 19; these parts may be of usual construction, and other ways may be employed if desired, for supplying oil to the openings 50 r The shafts 38,'w hich rotate in the same direction, and at the same velocity, constitute the drive shafts for two hydraulic variable speed gears the housings of which are indicated at 52, 53. Each of these gears comprises a pump, located in the housing 52 WlllCh 1s on the same side .of the midplate 54 as said shafts 38, and a fluid motor located in the housing 53' on the other side of the midplate and set in motion by the stream of fluid which is delivered by such pump, and returns from the motor to the suction port of the pump. The housings of the pumps are indicated at 52, and the motor ousings at 53. I have not illustrated all the details of this hydraulic power-transmission device for the reason that in its main features it is well-known, devices of this type being disclosed in Harvey D.,Williams Letters Patent of the United States No. 925,- 148 dated June15, 1909, and No. 1,044,838 dated November 19,1912. The pump shafts 38' might be integral with the. drive shafts 38, although in the example illustrated I.

have indicated a-suitable clutch connection 55 betweeneach shaft38 and-thepumpshaft -38-aligning therewith. In Fig. 7, I have indicated by dotted lines the twp segmental ports 56,57 with which the midp1ates 54 are provided as'desc'ribed in the patents referred to abpve; as set forth in said patents, one of said-ports constitutes a suction port for i the pump, and the other a delivery port, and

whether '56 or 57 shall'be the suction port depends on the direction in which the pump secured a spur pinion swash-plates 58. 58

rotate withoutany reciprocation of rotates and also on the direction in which the driving member or so-called swash-plate 58 of the pump is inclined relatively to a transverse vertical plane. As described in said patents, as the swash-plate 58 rotates with the shaft 38', it produces a reciprocation of pistons 59, in a pump barrel 60 rotating with said shaft, the stroke of the pistons depending on the inclination of said plate. The fluid motor contained in the housing portion 53 is of the same type as the pump, except that the swash-plate of themotor, which swash-plate of the other motor is inclined in the opposite direction, as indicated at 58, with the result that while the two shafts 38 rotate in the same direction, the two shafts 61 will rotate in opposite directions.

From the motor shafts 61, power is transmitted by a reduction gear to the front axle 28 as follows: The shafts 61 are connected by suitable couplings 62 with parallel shafts 63, in linewith the respective motor shafts, journalled in suitable bearings of a gear case or box rigidly a bevel (pinion 65 in meshwlth bevel gears 66 secure rigidlyto a transverse horizontal shaft 67 likewise ournaled 1n the gear box 64. Since the pinions 65 rotate n op- 64. Each of the shafts 63 carries posite directions, they are made to engage i the gears 66 on opposite sides, so as to obtain a proper drive. On the shaft 67 is also 68 in mesh with a spur gear 69 on a lower v carrying a double sprocket 71 from which power is transmitted to the front axle 28 by I a roller chain 7 2 running to a'corresponding double sprocket 73 on said axle.

The pump swashjustable boxes 74 pivoted at 75 while the motor swashplates 58 stationary inclined tracks or boxes 74', the

box 74"of one moto'r being inclined oppo-' .sitely to that of the other motor, correthe opposite inclinations of the The position of the tracks or boxes 74 is always the same in one pump as in the other, but both tracks or boxes 74 may 7 about the transverse horizontal axis 75, either to a neutral position in which the swash-plates 58 will be perpendicular to the shafts 38. 38', 61 so that the barrels 60 will.

e pump pistons 59, or to positions inclined in spondlng to lates 58 rotate onad be adj ustcd simultaneously 105. transverse shaft 70 and 58 rotate on.

one direction or the other, and in various degrees, whereby the corresponding fluid motors will be operated to rotate in one direction or the other, and at various speeds. According to the adjustment of the pump .boxes 7 4, theshaft 67 and axle 28 will therefore be rotated foneither forward or rearward travel of the locomotive, at various speeds, or the locomotive will not be drivenat all, notwithstanding the rotation of the pump barrels 60, if the pump tracks or boxes 74 are in the neutral position above referred to.

The mechanism for the simultaneous and equal adjustment of both pump tracks or ways, said blocks being mounted pivotally' on a transverse horizontal pin 7 8. The said guideways are parallel to a line connecting the axis 75 with the center of the pin 78, see Fig. 8. On the outer ends of said pin are mounted slide blocks 79 having vertical edges in engagement with vertical guide grooves 80 of the housing 52. The central portion of the pin 78 extends through an enlargement 81 atthe lower end of a vertical rod 82 guided in'a stufing box 88. In order to compel the rods 82 of thetwo pumps to move in unison, their uoper ends are connected by a cross head 84. A link 85 has its lower end connected with said cross head by a horizontal pivot 86, and another pivot 87 parallel to 86 connects the upper end of the link 85 with a lever 88 fulcrumed on a block 89 to, swing about an axis 90 parallel i086 and 87. Thelever 88 is made with an extension 91 in the shape of a cylindrical rod having a longitudinally sliding fit with- 1n a ball 92 fitted loosely in a corresponding socket 93. This socket has vertical surfaces in engagement with stationary vertical guideways 9 1, and is also provided-with an upwardly-extending vertical rod 95 screwthreaded to it an internal thread in a sleeve or nut 96. This sleeve is mounted in stationary bearing 97 in such a manner as to tionary, but will, under certain conditions specified below,'shift either up or down along stationary vertical gui'deways- 103 with which said block is in sliding engagement. For this purpose, the block is secured to a vertically-movable upright rod 104, having a shoulder against which the lower end of the fulcrum block 89 is heldbya nut engaging the upper end of said block and screwed on a threaded portion 104 of said rod. The nut. 105 is adapted to slide through an opening in a stationary bar or plate 106 (Fig. 7) from which extend upwardly at each side of the rod 104, two stationary vertical rods 107 provided at the top with stops 108 which may bepdjustable, for instance, by making them as nuts, as shown. A. similar stop 109 is provided at the upper end of the rod 104, and the lower surfaces of the three stops are adapted for engagement with a bar or cross head 110, through which the rods 104, 107 pass wlth a sliding lit. The lower face of the cross head 110 is engaged by the upper end of a spring 111 coiled around the rod 104, the

lower end of said spring en aging a washer 112 In sliding-engagement with said red 10 1. in the normal position of the fulcrum block 89 illustrated by Fig. 7, the washer 112 engages the upper surface of the nut 105 as well as the upper face or the stationary plate 108. The fulcrum block 89 will, however, be moved from this normal position under certain circumstances, for which purpose the following mechanism has been pro vided:

The lower portion ol the rod 10 1=is guided oil-tight in heads 113, 111 at the ends of a cylinder 115, and carries a piston 116 movable in said cylinder. The upper compartment of this cylinder has a port 117, and

a like port-118 15 provided in the lower compartment. Una of these ports, for instance 118, is connected with the midplate ports 58 of the two hydraulic variable speed gears, as by means of pipes 119, 120 and ducts 121; the other port 117, is connected with the other midplate ports 57, as by pipes 122, 123 and ducts 12 1. It will be seen that simi larly located midplate ports of the two hybe understood that the said cylinder and the pipes and ducts connecting it with th midplate ports are filled with oil.

The strength of the spring 111 is such that under normal conditions, that is, as long as the oil pressure in the ports 56 or 57 (whichever happen to be the pressure ports) does not exceed a predetermined amount equivalent to. the normal horse power of the engine 33, the parts will be in the position indicated in Fig. 7 and under these circumstances the lever 88 will swing on a stationary fulcrum 90 whenever the eng neer operates the handwheel 102 to change reverse, the inclination of the boxes tracks 7 1 of the pumps and thereby vary the speed of the locomotive, or reverse its direction of travel. The fulcrum 90 will however be shifted either up or down whenever the pressure in the pressure ports of the midplates exceeds such predetermined maximum. If the tracks 74 of the pumps are inclined in such a direction that the ports 57 are the pressure ports, then, in

the event of an excessive pressure in said ports 57 such pressure will be communicated to the upper compartment of the cylinder 115, througlrthe ducts 124, pipes 123, 122, and port 117, and, overcoming the tension of the spring 111 so as to compress it further, will act on the piston 116 to lower the rod 104 with the stop 109, cross head 110, nut- 105, and fulcrum block 89, the low- .e'r end ofthe spring 111 remaining stationary since the washer 112 is pressed downwardly into engagement with the stationary bar or plate 106. The effect will be to lower the lever 88, swinging it on the socket 93 as a stationary fulcrum, and thereby lowering the rods 82. hen, as assumed, the ports 57 are the pressure ports, the boxes or tracks 74 are inclined in the direction shown in Fig. 8, and the lowering of the rods 82 therefore will reduce the angle which the line 7 5.78 forms with the axis of rotation, that is, the angle at which such boxes or tracks are tilted. Now, byreducmg this angle, the stroke of the pump pistons 59 is shortened, and the speed of the fluid motors reduced correspondingly, thus reducing the load on the engine. In other words, this arrangement will reduce or limit, to an amount depending on the oil pressure, the length of the stroke which it is poss ble to give the pump istons by the adustment of the handwhee 102, and in this way the load on the engine 33 will be kept more or less constant, independent of l the oil pressure in the pumps and fluid motors. Should the boxes or tracks 74 be inclined inthe direction opposite to that shown in Fig. 8, the ports 56 will be the pressure ports, and ln-the case OfgMl excessive pressure in sa1d ports 56, suchpressure will be com' municated to the lower compartment of the cyhnder 115, through the 'ducts 121, pipes 120,119, and port 118, and, overcoming the tension of the spring 11, will act on the plston 116 to lift the rod 104 with the ful- The efi'ect in this case will be to raise the- (ill crum block 89, nut 105 and washer 112, the

upper end of the spring 111 remaining sta tidnary since the cross head 110 is pressed upward against the stationary. stops 108.

lever 88, swinging it on the socket .93 as a temporary fulcrum, and thereby lifting the rods 82. Since, as stated above, the boxes or tracks 74 of-the pumps are .in this case inclined in the direction opposite to that shown in'Fig. 8, it follows that the lifting of the rods 82, under the circumstances described, will reduce the angle at which said tracks or boxes 74 are tilted and therefore reduce the stroke of the pump pistons 59, just as when the ports 57 are the pressure ports. The automatic regulating device will therefore produce the same effect irre spective of the direction in which the pump boxes or tracks 74 are inclined and of the direction in which the swash-plates 58 of the pumps rotate. This regulating device will therefore guard'against the possibility of dangerously overloading the engine The forward end of the engine shaft 34 operates, by means of a belt 125 engaging pulleys 126 (Fig. 3) and 127 (Fig. 1), an oil-circulating pump of any suitable construction, indicated at 128 in'Figs. 1 and 3. Oil flows to the suction port of said pump through a supply pipe 129, and is forced by the pump into a delivery pipe 130 having branches 131 leading to the pump housings 52. It will be understood that both the pump housings 52 and the motor housings 53 are full of oil during the operation of the machine. Oil heated by the opera- 'tioirof' the machine, is constantly with drawn from the motor housings 53 at the top through pipes 132 connected with a pipe 133. The rear end of the latter pipe is connected with an upright pipe 134 joined at its upper end with a horizontal transverse pipe D expansion tanks 136, 137 located at opposlte sides of the locomotive (Fig. 2). One of these tanks (or each, of them if desired) is 135 connecting two reservoirs or. oil

provided with a filling opening indicated at to such a level as to insure submerging the inlets 135 and the outlets 139,140 atv all times. p 1

H The radiators 141, 142 are locatedad jacent to chambers 145 having air inlets 146 at their upper ends. Air from the outside passes into said chambers through said inlets, and out of them through the radiator spaces into a chamber 147 at'the rear end of the locomotive. The air is set in motion by two rotary fansor ventilators having shafts 148 and housings 149, the suction inlets of these housings being in their outer; walls as indicated at 150, and their outlets 151 (indicated as of rectangular shape in plan view) menses 156 in mesh with a similar wheel 157011 the rear portion or the engine shaft 34. y

The draft produced by said fan or ventilators is also utilized to cool the water circulating in the cylinder jackets oi the internal combustion engine 38. These ackets have individual water outlets 158 i 1) connected with a manifold 159 from which a pipe 160 (Fig. 2) leads to a transverse horizontal pipe 161 connected with the upper portions of radiators 162. These riators are arrangedon opposite sides of the locomotive, erteriorly of the fan casings 149 and are so placed that the air travelling into said casings, mainly in a horizontal inwarddirection, parallel to the shafts 1 18, will pass without any material deflection throu h the air spaces of the radiators 162, as will e ob vious from Figs. 1 and 2. That is to say, the

radiators will have their air-channels facing laterally of the vehicle, and not forwardly as in motor cars. The lower portions of the water-cooling radiators 162 are connected by a pipe 163, from which a pipe 164: (Fig. 2) leads to the water jacket of the engine. The radiators 162 may be filled with water through a pipe 165 extending upwardly from the pipe 161. a

As stated above, two oi the oil cups indi-' cated at 51 in Fig. 19 are to supply 011 to the engine shaft 3 1, at the reduction gear-illustrated in detail by Figs. 10 to 18; the other cups supply oil to various other parts, and particularly to the reduction and driving gear shown in detail in Fi. 14: and 15. The shaft 841 may be continuous, but is generally made in two sections connected by a coupling 81.

as shown in Figs. 2, 16 and 17, a pulley 166 is secured to the engine shaft 34 adjacent to the bevel wheel 157, and'this pulley, by means of a belt 167 and another pulle 168, drives an electric generator 169 whic supplies current for lighting and other purcses. P An'electric starter, of usual type has been indicated in Fig. 1. It comprises an electric motor 170 the shaft of which has a clutch-controlled connection of any approved type with a pinion 171 in mesh with a spur gear 172sec'ured to theengine shaft 31 adjacent to the fiy-wheel 35. The clutch connection is controlled by a lever 173 connected by a link'171 with a starting lever 175 located in the engineers cab (Figs. 1 and 19). The lever 173, through a link 176, also controls a switch 177 of the well-known kind to connect the motor 170 with the usual storage battery at the time the lever 173 effects the clutch connection. I

To provide means for starting the engine by hand from the engineers cab, in case the electric starter should fail, the following arrangement ma be used (Figs. 1, 2, 16, 17, and 19) :A cran 178 is mounted in bearmgs 179, within convenient reach of the engI- neer, to turn about a horizontal axis extending lengthwise of the locomotive. The shaft of this crank carries at its rear end a sprocket 180 connected by a chain 181 Fig. 19) with a sprocket 182 on a longitu inal horizontal shaft 183. At its rear end this shaft carries another sprocket 184, connected by a chain 185 with a sprocket 186 on a short shaft 187, in line with the engine shaft 34, and mounted to slide lengthwise in a stationary bearing 188. A. coiled spring 189 (Fig. 2), fitted around the shalt 187 between the bearing 188 and a head or collar 190 on the shaft, normally presses said shaft rearward to the position shown in Fig. 16 and indicated by dotted lines in Fig. 17. In this position, the sprocket 186 is out of line with the sprocket 184:, but the chain 185 has suficient slack to remain in proper engagement with said sprockets. said normal osition, two clutch members 191, 192 provided on the adjacent ends 01' the shafts 341, 187 respectively, are out of engagement with each other. When it is desired to start the engine by hand, the engineer swings a lever 193 (Fig. 19) and thus through the medium of a longitudinal link 19 1 and an arm 195 rocks a shaft 196 journaled in. a

bearing 197. This shaft carries a short arm 198 adapted to press the head 190 forward so as'to bring the clutch members 191, 192 into engagement as shown in Fig. 17. in this positlon, the arm 198 has a suficient lever action to hold the head 190 against the tension of the spring 189, but will not prevent the rearward movement 1 said head when the engine begins to run and it'orces the clutch member 192 by turning faster than this member is being rotated by hand. That is to say, as soon as the engine begins to run, the clutch members and other parts will automatically resume the original normal position shown in Fig. 16.

In Fig. 2, I have shown at 199 two mag' netos driven in any suitable manner and supplying the ignition current for the engine.

It will-be understood thatrthe housings 52, 53 of the pumps and motors respective ly are filled with the motive fluid (oil), as is customary in hydraulic gears of this character, and form reservoirs for such m'oti've fluid, to replenish the pump or motor cylinders and t9 receive any leakage from them, in a manner described more fully in the patents referred to above. These two reservoirs of the same gear, are in com- -munication with each other by the passage 200 provided in the midplate or valve plate 54, so that a complete circulation path, external to the pump and motor, will be formed by said housings 52, 53 and passage 200 in connection with the parts 131, 132, 133,134, 135, 136, 137,139,140, 141, 14.2, 14.3, 14a, 129, 128,130 and 131. Thepumps and motors will thus be kept relatively cool by the fluid circulating through said ath and cooled in the radiators 14:1, 142. his circulation path is a double path having branches for the two hydraulic variable speed gears, and for the two radiators 1 11, 14:2, but the portion 129, 128, 130, 133, 13 1, 135 is common to both paths. r

I claim as my invention: 1. In a power-transmitting device, a

pump, a motor, two paths connecting said pump with said motor and serving respectively for the passage of the fluid from the pump to the motor, to drive the latter, and

' for the return of the fluid from the motor of motivefluid, said circulation pathto the pump, means for continuously circulatin'g an auxiliary supply of motive fluid through a path, all portions of which are located externally of the first-named two paths connecting the pump and motor, and a cooler included in such circulation path.

2. In a power-transmitting device, 7 a pump, a motor, two paths connectingsaid pump with said motor and serving respectively for the passage of fluid from the pump to the motor, to drive the latter, and for the return of the fluid from the motor to the pump, and means for cooling said pump and ,motor including a housing enclosing said pump and serving as a reservoir for an auxiliary supply or the motive fluid, another housing enclosing said motor 1 and likewise serving as a reservoir for the motive fluid, a circulation path-externally of said housings for said auxiliary supply avmg a supply connection leading to said pump housing, and an outlet connection leading from said motor housing;-a cooler .inc'ludedin said circulation path and means for maintaining a continuous circulation. of fluid through said circulation path.

3. In a power-transmitting device, a pump, am'otor, two paths connecting said pump with said motor and serving respectively for the passage of fluid from the pump to the motor, to drive the latter, and for the return of the fluid from the motor to the pump, separate housings enclosing the pump and the motor respectively and se as reservoirs for an auxiliary supply of fluid, acirculation path located externally of said housings for said auxlliary pply including a supply connection leading to one of said housings, a connect on between saidhousings, an outlet connection leading from the other housing, a cooler,

engine,

and means to cause a current of air to pass across said cooler.

4. In a power-transmitting device, a pump, a motor, two paths connecting said pump with said motor and serving respectively for the passage of fluid from the pump to the motor, to drive the latter, and for the return of fluid from the motor to the pump, connected housings enclosing the pump and the-motor respectively and containing an auxiliary supply of. fluid, a path for circulating-said supply of fluid externally of said housings, including a supply connection leading to one of said housings, an outlet connection leading rom the other housing, an expansion tank, a cooler, and

means for continuously circulating said' supply of fluid through said path.

5. In a locomotive, an internal combustion engine having a cooling jacket,'a hydraulic variable speed gear driven by said engine,

an operative-connection from said hydraulic gear to the driving wheels of the locomotive,

a casing enclosing said hydraulic gear, ra-

diators disposed transversely of the locomo tiveat each side thereof,connections forming a path for circulating fluid through sald casing andsaid radiators, radiators disposed lengthwise of the locomotive, at each side of the engine, connections forming a path 'forcirculating water through the secondnamed radiators and through the engine' jacket, and a ventilator fan common to all of said radiators for causing a cooling current of air to pass across said radiators.-

6. In a locomotive, a wateracketed 1nternal combustion engine arranged in\the longitudinal center of the locomotive, a hydraulic variable speed gear driven by said a casing enclosing said hydraulic gear, a housing forming a chamber in said engine is continued, rad ators ran ing transversely of the locomotive, arranged at each side thereof, in connection with said housing, connections forming a path for c1 rculating fluid through said casing and said radiators,

chamber at each side thereof .and rangmg lengthwise of the locomotive, connectlons forming a path for circulating water through which other radiators disposed in said 1 the second-named radiators and the engine jacket, fans located in said chamber adjacent to the second-named radiators to draw air through both the first-named and the second-named radiators, and an'operative connection from said hydraulic gear to the dI'lV? in wheels of the locomotive.

In a locomotive, a water-jacketed internal combustion engine arranged in the longitudinal center of the locomotive, a hydraulic variable speed gear driven by said enclosing said, hydraulic engine, a casing gear, a housing formingd a chamber in which saidengine iscontain ra 'ators g transversely of the locoinotive, dis fi ilt each side thereof, in connection with said housing, expansion tanks located in said chamber adjacent to said radiators, connections forming apat-h for circulating fluid through said casing, said radiators, and said expansion tanks, other radiators disposed in said chamber at each side thereof-and ranging lengthwise of the locomotive, connections forming a path for circulating waterthrough the second-named radiators and the engine jacket, fans located in said chamber between each of the second-named radiators and the engine, to draw airv both through the firstnamed and the second-named radiators, and an operative connection from said hydraulic gear to the driving wheels of the locomotive.

8. In apower-transmitting device, a pump, a motor operated by the fluid propelled by said pump, a casing enclosing said pump and said motor, a cooler, an expansion tank, connections forming a path for circulating a fluid through said casing, said cooler, and said expansion'tank, and means for continuously circulating said fluid through said path. a

9. In a power-transmitting device, a pump,

a motor operated by the fluid propelled by said pump, a casing enclosing said pump and said motor, an expansion tank having an inlet connected with the outlet of said casing, a cooler having an inlet connected with the outlet of said expansiontank, a return connection from the outlet of said cooler to the inlet of said casing, and means for continuously circulating an auxiliary supply of fluid through said expansion tank, cooler, and connections.

10. In a power-transmitting device, a pump; a motor operated by the fluid propelled by said pump, a fluid-reservoir enclosing said pump and said motor, a path, every portion of which is external to said nunp and said-motor, means for continuously circulating an auxiliary supply of fluid through said path and reservoir, a cooler included in said circulation path and means for causing a cooling current of air to be passed across said cooler.

In testimony whereof I have signed this specification.

JOHN ROBSON. 

